rX A STURDY TWO-TONNER.
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A Brief Description of a Popular Model from the De Dion liVorks.
AVERY WIDE range of commercial chassis is now manufactured by the welt-known Preach concern of De Dims I3outon, Ltd. . Lorries are Made with load capacities of from 10 cwt. to 5 tons, and, in addition, there is a special 20seater . char-a-banes chassis equipped with four-wheel brakes, which attracted considerable attention at. Olympia last Novembei;
Of this wide range of vehicles we bad the opportunity recently of examining one of the most, popular, this being the 30-40-cwt. typo. This is a typical Cori tinental production, and is designed on particularly robust. and sturdy lines. The strength of the frame immediately attraet,s attention the two pressed-steel
side members of attention, section being of
ample width and depth, and tapering towards the front and rear. -These are connected by extremely strong flanged steel cross-members, and at the rear end diagonal bracing is adopted. The semielliptic springs are particularly lengthy and flexible, those at the rear being undershing so that a lowleading line is obtained. A good feature is the provision of grease-gun connections on the spring shackle pins.
The _power unit is a four-cylinder monoblec, with . side-by-side , valves covered by detachable valve caps._ The bore and stroke are 85 min; and 130 mm. respectively. • 'Both exhaust and inlet manifolds are located On the.near. side of the cylinder block, the lattei being supplied With mixture from' a Solex carburetter. Heated air is drawn from a muff placed round the exhaust pipe, and, at the junction between the hot-air pipe and the carburetter, there is a series of holes which can be uncovered at will by means of a sleeve. 'The temperature of
the ingoing air can, therefore, be adjusted to suit weather conditions. At the forward end of the engine is a governor, which controls an additional throttle placed between the carburetter and the manifold. The rod operating this throttle is exposed and easy to detach, which is possibly rather a weak feature. However, there are very few governor connections on the market which ate capable of defying the ingenuity of the driver.Ignition is supplied by a magneto, and the fan is driven by means of a Whittle belt. A cowl, fitted to the radiator, directs the suction produced in an efficient manner.
Cooling is carried out, on the thermosiphonic system, the water passing from the cylinder block, through a large pipe, to a header tank fitted to the radiator. In passing, the Mounting of the radiator is -worthy of mention, as this part is secured to the side members through the medium of ball joints and springs.
The multiple-disc clutch housing and the four-forward-speed gearbox are constructed in one unit with the crankcase, the whole being supported at three points. Both the gear lever and handbrake lever are placed at the off side.
In addition to the usual pedal and hand controls, there is a small lever placed beside the driver, the purpose of which is at first difficult to discover. Actually, it is connected by means of a cable to a mechanism in the back axle, by means -of which the differential can be locked and rendered itoperative. This is a .very handy feature, as, by locking the differential, it is frequently possible to extricate a lorry from a difficult position under its own power. Actually, the mechanism used consists of a lever which, actuates a .sliding dog clutch, secured by spliiies to one of the cross-shafts in the back axle. The dogs engage with. another toothed member placed beside the differential cage, the net effect being that, when engaged, a solid drive to the two wheels is obtained.
Revertingto the controls, a toggle lever is connected to the clutch pedal, which reduces the labour involved in actuating this part. The brake pedal is connected by levers and rods to a trans;mission.brake placed behind the gear'box,and can readily be adjusted by means of a hand nut. The internal-ex. pending shoes placed in particularly large rear-wheel drums are actuated
by lever. A swing-bar, attached to the rear end of the torque tube, provides compensation' for these brakes. The forward end of the torque tube is connected to. an intermediate crossmember through the medium Of an unusual ball joint, and at this point there is a Hooke type of universal fitted to the end of the propeller shaft. Power is transmitted to this joint by means of a short shaft, projecting from the gear
box. The final drive is by means of, spiral bevels enclosed in a built-up steel axle. Pressed-steel detachable disc wheels are used, 'equipped with pneumatic tyres, twin wheels being used at the rear. The steering gear is designed on orthodox lines, a worm-and-wheel mechanism being used to actuate the drag-link.
Points that will appeal to those concerned with the maintenance of lorries are the grease-gun system of chassis lubrication, the accessible-oil drain, oil filler and dip rod on the crankcase, and the inspection doors provided on the clutch housing and gearbox.
Leading dimensions of interest are : Wheelbase, 12 IL 3 ins. ; body space, 9 ft.' 6-* ins.; track of rear wheels, 5 ft. 6* ins. The chassis can be obtained either with seven wheels 'and tyres, or with five wheels and tyres, larger tyres and single rear wheels being used in the latter case. The prices for delivery in London are £445, if equipped with the smaller tyres, and £469 with the larger tyres. A lighting and starting equipment is optional at £35 extra: .
The London offices of this concern are situated at 10, Great Marlborough.Street, W.1, and in addition, there is a large and well-equipped service works at High Road, North Finchley, N.12.